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Given that air transport is a business on a global scale and many airlines operate into and out of Europe, not just within, then significant change in the way Europe provides ATM when compared to other parts of the world needs to be avoided at all costs. We understand that it is essential that from an airline perspective operations are seamless and the equipment and technology required to operate in different regions is common. This requires collaboration with other parts of the world running change initiatives, for example NextGen in the US. The role of ICAO in overseeing the progress towards a global shift in aviation operations cannot be over-stated. The SJU will establish direct collaboration agreements with other agencies and this approach is endorsed by our Admin Board. Existing membership of ICAO by many of our partners will be used to achieve a co-ordinated European approach in that area.

At the ‘Programme’ Level US/European coordination will be conducted under the framework of the agreement under discussion by the EC and FAA Widespread participation to standards activities by industry enables another level of coordination and global stakeholder buy-in ATM Masterplan and Standardisation Roadmap will contribute to international coordination of standards developments Publications of ICAO SARPs and agreed Industry standards will support regulation and drive implementation in an interoperable way.

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In Europe those services are provided by more than 30 Providers, employing about 20000 controllers in 80 Control Centers, on 500 Airports, and managing daily 30000 flights Communication Separation Management Navigation Collision avoidance Routing Sequencing and merging Surveillance Information Management Guidance In the US those services are provided by 1 Provider, employing about 14000 controllers in 18 Control Centers, on 250 Airports, and managing daily 60000 flights Page

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SOCIETAL NEEDS SAFETY: Improvements linked to growth “ No trade-off with Safety, no accident” ENVIRONMENT: Growth must be green “ Air transport’s contribution to 3% of CO2 emissions” CAPACITY: Air Traffic to double by 2030 “ The right to fly in modern societies” “ Air transport contributes to 2-3% of the GDP” ECONOMICS: Cost reduction “ ATM costs represent 8-10% of airlines direct operating costs” “ The cost of ATM per flight remains steady while traffic increases” “ Close to 70% of Service Provider costs is manpower” Page

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THE PROBLEM STATEMENT <ul><li>Traffic growth cannot be sustained through the current fragmented air navigation services organisation and ageing ATM technologies </li></ul>A new Air Traffic Management System is required, for the benefit of the European Society But none of the Air Transport actors can change things by himself! Page

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REFORM OF THE EUROPEAN SKY <ul><li>2.1 bio€ </li></ul><ul><li>15 members </li></ul><ul><li>13 associate partners = 110 companies in total </li></ul><ul><li>Present in 27 countries </li></ul><ul><li>2.000 people working on SESAR </li></ul><ul><li>300 projects </li></ul>FOUNDING MEMBERS Page THE SOLUTION =

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THE AMBITIOUS SESAR GOALS Performance Based approach meeting Society’s Goals Goals of the SESAR Programme Page Save 8 to 14 minutes, 300 to 500 kg of fuel and 945 to 1575 kg of CO 2 on average per flight Enabling EU skies to handle 3 times more traffic Improving safety by a factor of 10 Reducing the environmental impact per flight by 10% Cutting ATM costs by 50%

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UNIQUE PUBLIC-PRIVATE PARTNERSHIP Page Members New associate partners since July 2010

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SJU INVOLVES ALL ACTORS <ul><li>A Multi-Stakeholders approach at the heart of our way of working </li></ul>Page Airports Ground Industry Airborne Industry National Authorities/ Military R&D community Staff associations Air Navigation Service Providers Airspace users

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3 FUNDAMENTAL CHANGES THE 4D TRAJECTORY PRINCIPLE Building railway precision in the sky THE SYSTEM WIDE INFORMATION MANAGEMENT The Intranet for Air Traffic Management AUTOMATION Human operators concentrate on high value-added tasks Page

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Background <ul><li>Air traffic management affects: </li></ul><ul><ul><li>when, how far, how high, how fast and how efficiently aircraft fly </li></ul></ul><ul><li>These parameters in turn influence: </li></ul><ul><ul><li>how much fuel an aircraft burns, </li></ul></ul><ul><ul><li>the release of greenhouse and other gases from the engines, </li></ul></ul><ul><ul><li>how much noise an aircraft makes. </li></ul></ul>SESAR has a strong green component and manages the EU-US AIRE (Atlantic Interoperability Initiative to Reduce Emissions) programme on the European side. Page

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AIRE IN 2010/11 <ul><li>More partners, more locations, more projects for more green results: </li></ul><ul><ul><li>18 projects including 7 gate-to-gate flights (e.g. between France and the French West Indies or green transatlantic flights with A380) </li></ul></ul><ul><ul><li>additional pioneer locations such as Austria, Belgium, the Czech Republic, Germany, Canada, Morocco, the Netherlands, the United Kingdom and Switzerland </li></ul></ul><ul><ul><li>40 partners: airlines, air navigation service providers, airport operators and industry partners </li></ul></ul>Page

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THE “DO NOTHING” SCENARIO Any trade-off with the above would have a potential negative impact on SAFETY Page Flight delays beyond 30 minutes/flight in western Europe = flights cancellation & missed connection 11% of total airlines demand would not be accommodated at all CO 2 emission per flight would increase due to longer routes and flight level constraints The relative proportion of ATM cost per flight would increase , jeopardising the Airlines productivity gains

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Institutional framework <ul><li>Single European Sky legislation = framework for a new air navigation services governance in the European region. </li></ul><ul><li>It is in place since 2004 and has inter alia: </li></ul><ul><ul><li>Decision-making processes </li></ul></ul><ul><ul><li>Separation of regulatory and service activities </li></ul></ul><ul><ul><li>Interoperability regulations </li></ul></ul>Page European Commission SES committee for decisions REFORM THE ATM 27 Member’s States THE NEEDS Industrial Consultation Board